Automatic clutch control



u 7, 1940- F. L. WOLFF AUTOMATIC CLUTCH CONTROL 'Filed July 27, 1939 4 Sheets-Sheet 1 F F v m M m w Aug. 27,1940. I WQLFF I 2,212,803

AUTOMATIC CLUTCH CONTROL Filed Jul 27, 1939 4 Sheets-Sheet 2 Aug- 27, 1940. WQLFF 2,212,803

I AUTOMTIg CLUTCH CONTROL Fil ed July 27, 1939 '4 Sheets-Shget I5 Ta NAN/FOLD 5 (I 0 T/0N FREDERICK L Wolf F Aug. 27, 1940. r WOLFF v v 2,212,803

AUTOMATIC CLUTCH commonv v Filed July 27, 1939 4 Sheets Sheet 4 #50 TM L Pa 5 770 OPERA rim; Pas/ TIOA/ VAL VE 61.0550

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NEUTRA L OPERATING 6'6 POSITION anat e a-1,1 40 I 2,212,803

UNITED STATES PATENT. OFFICE 1 au'rom'rrc cw'ron con'rnor.

Frederick L. Wolff, Omaha, Nebr. Applioation'July 21, 1939, Serial. No. 286,887

17 Claims. (01.19%35) 4 This invention relates to automatic clutch con-- the association of the actuating mechanism with trols particularly for use with automobile trans a clutch controller; mission systems, but usable in any power-trans- Figure 12 is a sectional view on line l2-l2 of mitting mechanism that includes change speed Figure 11;

gearing having a selecting controller. that is Figure 13 is an elevation partly in section show- 5- movable to different positions to establish difing a slightly modified actuating assembly; ferent drives through the transmission, and .a Figure 14 is a diagrammatic illustration of the clutch. the engagement of which is controlled by use of such an-assembly; a a power-operated controller. a r Figure 15 is a plan view of a modified actuating The primary object of the invention isto promechanism;

vide novel meansinassociation with the manually Figure 16 is a diagrammatic view showing aoperated selecting member of the transmission modified form of actuating mechanism for a for controlling the actuation of the power clutch-. clutch controller; operator. Figure 17 is a fragmentary view illustrating the Another object is to provide a novel system operation of such actuater;

by means of which the clutch-operator isauto- Figure 18 is a sectional view on line Iii-l8 of matically actuated by the movement of the gear Figure 16; and selector to a drive-establishing position to engage Figure 19 is a sectional view on line l9-|9 of the clutch and to disengage the clutch when the Figure 17. Y 20 selector is movedaway from a drive-establishing Describing the drawings more particularly, a 2 position. gear shift lever is indicated at 20, such lever Another object is to provide a novel actuating being mounted on the end of a gear-shifting rod device for association with a gear selector such 21 that extends from the transmission of the as a standard"type shifting lever that will be automobile along the forward side of the steering Q5 automatically operated by the movement of the column 22 and through which motion of the lever I lever to and from drive-establishing positions.- 20 is carried to the transmission for controllin stilltanother object is to provide such an the drive to the various gears. Surrounding a actuating mechanism in which 'motion of the portion of the lever 20 and mounted on bracketslever to any one of the different positions for 23 is a casing 24 having inner and outer side walls establishing a drive will result in the same motion '25 provided with slots 26 through which the.lever 30 wof the ch extends and which permit the lever to travel Afurther, object is to provide a novel form of along paths that form an H-shaped figure in the movable elementfor engagement by the shifting well known manner. lever to he moved thereby. v h casing 24 encloses a group of actuating 5 f In t c p y r win s! elements which in this case comprise gear-wheels Figure 1 is an elevation showing the actuating 21 rotatably journalled within the casing and mechanism mounted in association with a standhaving their centers located to the outside of the ard type gear shift control that is mounted on the arms of the H'-shaped opening 5 a d centrally e r column of an bi e? of the ends of such opening. Each of the'gear 40 Fi i ectional viewon line. 2-2 of wheel members 21 is provided with a notch 28 40 Figure 1; l g that is of such size and shape as to receive the Figure 3 is a sectional :view on line 3-3 of lever 20 as it moves from the central or neutral Figure 1; r position along one of the arms of the openin Figure 4 is an enlarged elevation showing the when the lever is so moved, it enters the notch Opera-ting P s of the mechanism; 28, of one ofthe wheels and thereafter its con- Figure 5 is a perspective view of one of the tinued motion serves to turn the wheel, moving actuatin elements; the notched portion outward and along the arm Figures 6 to 9 are diagrammatic views showing of the opening. the various paths of the gear shift lever in moving Th gear h l a pf .such i and so 9 to .the various drive-establishing positions and ranged that they intermesh so that the' motion-50 7 indicating the positions to which the actuating imparted to one of them by the lever is transelements m e; ferred to all of them. While all of the adjacent Figure 10 is. a transversesectional view of an wheels 21 may be meshed, it is preferable that actuating mechanism having modified elements; one adjacent pair be out of mesh as illustrated Figure 11 is a diagrammatic view illustrating in. the drawings since this permits some varia- 55 tion'in the relative positions of the wheels without danger of jamming or diillcult operation by reason of excess friction.

It will be noted, particularly with reference to Figure 4, that the adjacent gear wheelsmeeting at the ends of the cross reach of the H-shaped path described by the lever present a recess by reason of the curvature of such wheels. 2

In order to prevent the lever entering this recess and to provide for its positioning the wheels properly as it is moved across the central reach of the path as well as to insureproper motion of the wheels as the lever travels toward the neutral position from one of the driveestablishing positions, lever-engaging members 29 are mounted on the surfaces of the respective wheels. These members 29 constitutecurved mental arms that extend from the edges of the I notches beyond the peripheries of the wheels and toward the neutral position. Referring to Figure 1, it will be seen that movement of the lever 20 lishing positions will rsult in entry of the lever into the notch 28 and thereafter the wheel with which the lever is engaged will be moved, turning all of the wheels as above described.

It will be noted that the engaging members 29 are mounted upon both sides of the notches 2B. This duplication is to permit any of; the

wheels 21 to be mounted in any position. Sincethe engaging members are mounted on the sur-' faces of the wheels, alternate wheels are moimted in the assembly in reverse positions so that the membeis 29occur on the upper and lower surfaces respectively of the adjacent wheels, thus providing for clearance, and the double character of the members permits a wheel 'to be mounted in either position.

A shaft 30 extends from the center of one of the wheels 21 through the rear wall 26 of the casing and toward the steering column 22. I'he end of this shaft is provided with a crank 3| that turns as the system of wheels is turned by the movement of the lever 20 in engagementwith any one of them. Connected with the crank 3| is an operating link 32 that is suillciently strong to be in-eifect a rigid bar. This operating link extends downwardly along the steering column to a point below the floor of the body of the automobile where it is connected to one arm 39 of the bell crank 34, the other arm 35 of which is connected to a reciprocable operating rod 36. Mounted on the chassis or the automobile is a clutch controller comprising a cylinder 31 prb vided with a piston 39 having a rod 99 connected by a suitable mechanism with the clutch in such manner that when the piston is drawn toward the end 40 of the cylinder the clutch will be disengaged. The interior of the cylinder is connected by a tubular member-4| with the intake manifold of the engine which acts as a source of .vacuum for actuating the piston. The tubular member 4| extends through the end wall 40 of the piston and its end provides a valve seat 42 that is controlled by a damper-type valve 43 pivand.closed positions and provided with operating stem 45 extending beyond the cylinder 1 and connected with the operating rod 96 which extends along and parallel to the axis of the cylinder. It'is preferable to pivot the valve above the seat as shown, since it will have'a tendency to swing to closed position by gravity.

When the lever 20 is shifted from the. neutral to the position shown' in Figure 11 which motion has the effect of closing the valve 43 against the seat 42, thereby cutting off the cylinder from the source of vacuum. This permits the piston 38 to move in the direction away from the end 40 of the cylinder and the clutch that is connected with the piston is permitted to become engaged.

The effect of this will be readily understood. When the lever 20 is moved from neutral to driving position, the clutch will be automatical 1y engaged and the automobile will start moving, it being of course understood that the parts are so arranged and related that the piston is,

not permitted to move to engage the clutch until the gear-shifting lever 20 has reached the driveestablishing position and' the drive has been established.

The shifting of the gears from one drive to another is accomplished by moving the shifting lever 20 in appropriate fashion; thus in Figure 7 the path from first to second is illustrated by the dotted arrows. As the lever 20 moves along this path, the first effect will be to turn the wheel 21 with which 'it is engaged in a counterclockwise direction which occurs as the lever is moving from the first position toward neutral. The mechanism comprising the wheels 21 and the linkage through which the valve 43 is controlled are so arranged that the .valve 49 is opened immediately the lever 'is moved. A's

soon as the valve is opened and vacuum is permitted to act upon the piston 38, the latter is drawn inwardly toward the end wall 40 and the clutch is disengaged.-

As the lever 20 moves along toward the neutral position, it will reach a point at which it becomes disengaged from the.notch.28 of the wheel. The engaging members 29 are so curved as to constitute a bearing surface against which the lever 20 will thrust during the remainder of its travel toward the neutral position and this will insure that the wheels are turned to the full neutral position in which they will be ready for the next operation.

Referring further to Figure 11, it will be seen that the wall of the cylinder 31 is provided with a port 46, located between the end wall 49 of the cylinder and the piston when the latter is in its innermost position. A sleeve 41 slidably surrounds the cylinder and is movable tocover and.

uncover thepo'rt, The sleeve 41 has a lug 49 carrying a pin 49 that en s in a slot 59 in an I extension SI of the operating rod 96. These parts are so arranged that when the valve 43 is closed, the port 49 is opened to vent the cylinder,

breaking the vacuum and permitting the piston ter to have established the drive through the to move outwardly and thereby permitting engagement of the clutch.

It will be understood that alarge variety of supplemental controls may be provided for the piston, as for example, to provide for a smooth engagement of the clutch, and a proper timing of the ermagement.

In Figures 13 and 14, a modified arrangement of operating mechanism is illustrated. The casing 55 is-formed in the shape of a wide 'V, and the peripheries of the gear wheels are bevelled to permit them to mesh while conforming to the arrangement of the casing/ The neutral position is at the apex of the V, the wings of which extend in directions to embrace the steering column. Such an arrangement provides for a compact and out of the way assembly when mounted on the steering column. The angular arrangement of the wheels may be utilized to lead the extending operating shaft totheleft side of the steering column as illustrated in Figure 14.

In Figure 15, the movable elements are shown as comprising plate members 58, pivoted 'at 59 to swing along planes that are substantially at right angles to the axis of the lever 60. One of the plates 58, preferably the lower left one as viewed from the face of the assembly, is mounted on the operating rod 30 .of the clutch actuating mechanism, for turning the same as the plate swings. The plates are provided with recesses 6| that correspond to the notches in the gear wheels described above, and which receive the lever 60 as it moves toward a drive-establishing position. Rearwardly of the recesses 6| are projections 62 that are engaged by the lever as it moves toward the drive-establishing positions and by which the plates 58 respectively are turned to actuate the clutch controller.- Forwardly of the recesses 6| are engaging members 62 that are curved away from the recesses for continued engagement by the lever after it leaves the recess of one of the members in travelling toward neutral position. r

The plates 58 ,are interconnected by three (or, permissibly, four) connecting rods '63 so arranged in relation to their respective pivots that adjacent plates are moved in opposite directions. In

this manner movement of the lever 60 to the different drive-establishing positions will result in motionpf the respective plates in the same direction, regardless of the side to which the lever is moved from neutral position, thereby permitting uniformity of operation by the actuating mechanism.

Figures 16 to 19 illustrate a simplified form of actuating mechanism for the clutch controller. In this embodiment of the invention, the gear shifting shaft 65. is provided at. a point adjacent the clutch controller with a crank 66, so arranged with relation to the valve 61, wit which it is connected by a link 68, and the hifting lever 69, that when the latter is in any of the driving positions, as shown in Figures 1'7 and 18, the valve 61 will be closed. When the handle 69 is moved from one of the drive-establishing positions, the

crank will move the link 68 in the direction that opens the valve to connect the source of vacuum with the cylinder 10. To accomplish these results the crank is arranged to swing past dead center as the handle 69' passes its most central position, and the link68 and valve 61 are so related that the latter is closed when the handle 69 hasswung sufliciently to one side of dead cen by connecting the. piston with such lever, there transmission.

Figure 10 illustrates an actuating mechanism of the general type of that disclosed by Figures 1 to 9, but having a modified arrangement of gear wheels. In this arrangement, two of the gear wheels 15 are of slightly less than one-half the thickness of the two other gear wheels T6. The wheels '16 are mounted adjacent and mesh with each other and each of them meshes with one of the thin wheels 15, which occupy adjacent positions, but are laterally spaced so asto avoid contact. This arrangement permits the centers of the wheels to be arranged at the corners of a square that surrounds the gear-shifting-handle without necessitating that all of the wheels mesh, thereby avoiding the difiicult operationthat may result in a completely intermeshing chain of gears.

The operation of 'the invention herein described, and its advantages, will be readily unengine, since the driving connection between thev engine and wheels is efiectiveso long as the gearshifting member is in a drive-establishing position. g

The mechanical arrangements of the systems herein disclosed are also advantageous from a practical point of .view. There are no-fiexible or yielding elements such as cables employed, but a positive actuating system connects the manual gear-shifting' member with the clutch-controL-gling valve. Since the controllingcylinder, and the valve that governs its actuation are both mounted on the chassis, there is no need for flex-' ible tubes, or other members subject to deterioration by movement, extending between the relatively movable chassis and body of the automo--' bile.

The reciprocableoperating rod 36 that is also described as link 68 parallels, and operates inthe same manner as, the conventional. steering link which extends from thecrank at the lower end of the steering column to the automobile tie rod and which has proved to' be, practical on account of theabsence of sidemotion between the chassis and body of an automobile as compared with the axial motion that occurs upon change of I speed; 5 Through 'the conventional allowance of play or slack in the linkage between the valve and the means for actuating the left end of the reciprocable operating rod or link, there is no tendency for' the clutch to be accidentally disengaged. by motion bf the car. I

The mecha'nismis simple and easily installed, and is not likely to get out of orderwhen once properly adjusted. Thep'roper adjustment 'of the, operationcf the valve in relation to the movement of the gear-shifting member is easily accomplished; When the system is used in an automobile provided with the usual foot lever for controlling the clutch, as may be. easily done is the advantage that the manual control may be resorted toif through any circumstance the automatic system should become disabled.

From the foregoing it is thought that the con struction, operation, and many advantages of the herein described invention will be apparent to those skilled in the art without further descrip-v tion, and it will be understood that changes in tions to select different drives through the gearing, a clutch, afluid pressure-actuated mechanism for controlling the engagement of the clutch, and a valve controlling the action of said mechanism; means for operating said valve comprising a rotatable crank connected with the manual control and rotated by the movement I 7 thereof in moving in either direction between its 4 the clutch substantially simultaneously with theneutral and drive-selecting positions, and operat'--' ing means connecting the crank and the valve, and moving the latter to actuate the power operator to engage the clutch substantially simultaneously with the reaching by the manual conrol of drive-selecting position, and to disengage removal of the control from a drive-selecting position. v

2. 'In combination with a gear shift controller for change sped transmissions, said controller being movable between a neutral position and different positions to select diiferent drives through the transmissiom-a clutch, and a power clutchoperator, a valve for controlling actuation of the clutch-operator, a rotary element connected with and rotated, by the manual controller in moving in either direction between its neutral and driveselecting positions, and valve-operating means connected with the valve and with the rotary element' for operating the valve to actuate the clutch-operator to engage the clutch substantially simultaneously with the manual control reaching a drive-establishing position, and to disengage the clutch substantially simultaneously with the removal of said control from 'a drive-establishing Position.

3. The combination of claim 2 wherein the manual control comprises ahandle movable along a pluralityof paths between its neutral and different drive-selecting positiona'and/Wherein the rotary element comprises a shaft associated with the handle and rotated by its movement as it is I moved along the respective paths, said shaft having'a crank, and the valve-operating means com-, prising a link connected with and reciprocated by the crank and connected with the valve for operating the'latter inaccordance with its reciprocation.

' 4. The combination ore-1mm. 2 wherein the manual control comprises a handle movable along a plurality of paths between its neutral and dif- I ferent' drive-selectingpositions, the rotary element comprises a shaft connected with and rotated by the handle, and connected with the change speed transmission for selecting drives therethrough according to its position as controlled by the handle, and .valve-operatingmchanism connected with and operated by ,thejshaft, and so controlling the valve. as to actuate the clutch-operator to engage the clutchsubstantially simultaneously with the reaching of a driveestablishing position by the handle and shaft,

and to disengage the clutch substantially simultaneously with their removal from such a position.

5. The combination with a change speed trahsmission having a gear shifting lever that is movable between a neutral position and a plurality of difi erent positions to establish different drives clutch-operator for controlling the engagement of the clutch; means for actuating the clutchoperator comprising a plurality of movable members equal in number to the drive-establishing positions of the gear shifting lever and associated with and arranged respectively to be engaged and moved by the gear shifting lever as it is moved to and from the respective driveestablishing positions, means inter-connecting the movable members to transmit motion from one to all of them,

said connections being so arranged that the direction of motion imparted to the members by the lever in moving to any drive-establishing position is always the same, and mechanism for controlling the actuation of the clutch-operator, said mechanism being connected 'withand operated by the movement of the members to actuate the clutch-operator to engage the clutch when the lever is moved to a drive-establishing position and to disengage the clutch when the lever is moved away from such a position.

7. In a power transmission system comprising a change speed transmission, a gear shifting lever connected with the transmission and movable from a neutral position to different drive-establishing positions, a clutch, and a power clutch-operator, means'for controlling the actuation of the clutch-operator comprising a plurality of movable members equal in number to the drive-establish ing positions of thegear shifting lever, saidmembers being pivotally mounted and extending into the paths travelled by the lever in moving to and from the respective drive-establishing positions and arranged to be' engaged andmoved by said lever in so travelling, and controlling mechanism for actuating the clutch control, said mechanism being'connected with'the movable members and controlled by their movement to actuate the clutch-operator to engage .the clutch when the gear shift lever has been moved to a drive-establishing position and to disengage the clutch when the lever is moved away from such a position.

8. In a power transmission comprising a clutch, a power operator -for the clutch and archangespeed transmission provided with'a gear shift lever having a neutral position andcbeing movable from .such position along different paths to different drive-establishing positijons; means for automatically actuating the power operator-for the clutch comprising a plurality of intermeshing-gear wheels equal innumber-to the driveestablishing' positions to which the lever may be moved, said wheels respectively being rotatably mounted at the sides of the. respective paths of the lever and respectively extending across said paths, each of-said gear wheels having a notch in its periphery arranged to receive the lever as it moves toward a drive-establishing position, the wheels and notches being so arranged with relation to the paths of the lever that the former will be turned by the lever as it moves toward and away from the drive-establishing positions, and

mechanism for actuat ng the clutch-operator connected with and operated by the rotation of the gear wheels to actuate the operator to engage the clutch when the lever has reached a driveestablishing position, and to disengage the clutch when it is moved away from such a position.

9. Actuating means for a power clutch-operator in accordance with claim 8, wherein the gear wheels surround the gear shifting lever, the neutral position of which is central with relation to said wheels, and said gear wheels are arranged with their surfaces at substantially right angles to the axis of the lever, each of said gear wheels being provided with a curved operating arm extending beyond the periphery of the wheel from the side-of the notch that is toward the neutral position of the lever, said arms being so curved as to be engaged and moved by thelever in travelling toward the neutral position after having left the notch.

10 A controlling element for mounting adjacent and actuation by a transmission gear shift lever in association with other similar elements, said element comprising a gear wheel adapted to be rotatably mounted to one side of and extending across the path of a gear shift lever and having a notch in-its periphery for receiving the lever as it is moved toward a drive-establishing position, whereby motion of the lever will impart robeing oppositely curved away from whereby one of them may be engaged and moved tation to the wheel, said wheel having mounted on one of its faces a pair of operating arms that extend from opposite sides of the notch, said arms e notch;

by a gear shifting lever that has left thenotch in moving away from a drive-establishing position, the pairing of said arms permitting mounting of the element in association with other similar elements by'placing the arm-bearing surfaces of adjacent elements in upward and downward arrangement. R

11. Actuating means for a power clutch-operator in accordance with claim 8, wherein the a gear wheels surround the gear shift lever, the

neutral position of which is central with relation to said wheels, and said wheels are arranged with their faces at substantially right angles to the axis of the lever, and wherein each of the said gear wheels is provided with a pair of curved guide'members thatexten'd beyond the periphery of the wheel at opposite sides of the notch, said guides being curved away from the notchin such fashion that the guide that is disposed toward the central neutral position crosses the path of the lever in moving toward such position from a drive-establishing position,'and is engaged by the lever after leaving the notch to impartvfurther motion to the wheel, the adjacent wheels being mounted in reverse arrangement, whereby the guides are disposed upon the upper and'lower faces of the alternate wheels, and relatively opposite guides of the adjacent wheels are engageable by the gear shift lever.

12. Clutch-control mechanism in accordance with claim I, wherein the movable members comprise plates pivotally mounted beside the paths the link by the gear-shifting handle. wh eln the. movable member is a rotatable gear-shifting rod of the lever, said plates having notches arranged by one of said plates. r

13. Actuating means for ,a power clutch-operator in accordance with claim 8, wherein the gear shift lever and gear'wheels are mounted on the steering. column of an automobile and extend to one side thereof, the peripheries of the gear wheels are bevelled and said wheels are mounted with their surfaces at obtuse angles to the axis of the gear shift lever, a shaft extends from the axis of one of the wheels .to the opposite side of the steering column, clearance being provided by reason of the angular mounting of the wheels, a crank is mounted at the end of the shaft, and the mechanism for actuating the clutch-operator is connected with and controlled by the crank.

14. In an automobile transmission system that includes change speed gearing .and a clutch, both mounted upon the chassis of an automobile below the bodythereof, in combination: a power clutchoperator comprising a cylinder, a piston reciprocable within the cylinder and connected with the clutchfor controlling its engagement, a tubular connection between the cylinder and a source of vacuum, and a valve controlling said tubular con- .nection; a gear shifting handle mounted on the steering column of the automobile adjacent the steering wheel, said handle being movable between a neutral and different positions and conv nected with the change speed gearing for establishing difierent drives when moved to its respective positions, a member movably mounted adjacent the handle extending into the path'of and movable by the gear shifting handle as the latter is moved in either direction between neutral position and the different drive-establishing positions, a movable rigid link extending along the steering column and connected with-the mova-- ble member, and mechanism for actuating the valve connected with and operated by the movement-of the link and arranged to control the operation of the pistonto engage the clutch when the gear shifting handle has been moved to a drive-establishing position and to disengage the clutch when the handle is moved awayfrom such ,a position.-

- 15 The combination of claim 14 wherein the movable member is rotatable, a crank is associated with the member for rotating therewith,

the link is movable longitudinally of the steering column and is reciprocated by the crank, thevalveof the clutch-operator is operated by a reciprocable rod, and a bellcrank is connected "th the link and the reciprocable rod for op ting the valve in accordance with the reciproca on of 16. The combination of claim 14,

that extends between and connects the handle and the change speed gearing .for shifting said gearing, said rod is provided witha crank, a reciprocable rod is conected with the crank, and

said rod is connected with the valve for operating the same.

17. In a power transmission system including.

' change speed gearing, a manual. control movable between a neutral position and difierent posi-, tions to select different drives through the gearv ing, a clutch, and a valve-controlled power operator connected withthe clutch for controlling engagement thereof; means for operating the valve that cotnrols the power operator comprising an operating member connected with the valve and the manual control and movable by the latter to operate thevalve, said ,member being so FREDERICK II. WOIFF. 

